Internal-combustion engine.



L. E. SLEADE.

INTERNAL OMBUSTION ENGINE. APPLIGATION FILED AUG.19, 1908.

num-lmuulm .SNS M W/TNESSES L. P. SLEADE.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED AUG. 19. 1908.

952,438. Patented Mar. 15,1910.

W/TNESSES /NVENTOH A TTOHNE YS Patented Mar. 15, 1910.

3 SHEETS-SHEET 3.

A TTOH/VEYS L. P. SLEADE.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED AUG.19, 1908. 952.488.

W/TNESSES LOUIS FRANKLIN SLEADE,

0F DENVER, COLORADO, ASSIGNOR OF ONE-HALF T0 WILLIS A. SHERWOOD, OF SILVERTON, COLORADO.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Batented Mar. 15, 1910.

Original application led April 16, 1908, Serial No. 427,305. Divided and this application led August 10, 1908.

To all 'whom 'it may concern: Be it known that I, LOUIS FRANKLIN SLEAnr., a citizen of the United States, and

a resident of Denver, in the county of Den-v tunneling and other machines, with a view to cause a cutting tool to deliver or strike 4blows on rocks 4or other material, without injury to the operating parts ofthe engine.

T he invention consists lof novel features and parts and combinations of the same, which will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of theinvention is represented in the accompanying dra-W- ings forming-a part of this specification, in which similar. characters of reference indicate corresponding parts in all the views.

Figure 1 is a longitudinal central section of the improvement; Fig. 2 is a plan View .of the same, parts being in section and parts being broken out; Fig. 3 is an enlarged longitudinal section of the inlet mechanism; Fig. 4 is an enlarged longitudinal section of the valves in the connection between the air compressor and the gasolenetank; and Fig. 5 is an enlarged cross sectional View of the gas inlet, the section being on the line 5-5 of Fig. 3. i

The internal combustion engine H, illustrated in the drawings, is mainly designed to reciprocate a cutter or boring tool, so that the latter' strikes or delivers blows against the rock or other material, with a view t0 cut the material into small fragments. The revoluble shaft B9l of the cutting tool (not shown) terminates in an annular iiangeB10 held in a bearing or cap Isecured to the forward head H of the cylinder H2 of the in'- ternal combustion engine H. 4The cylinder H2 is mounted to slide in the direction o 'f its axis in suitable fixed guideways J arranged on the frame of the tunneling or other machine on which the internal combustion engine is used, and by the connection lows: An intake pipe L Serial No. 449,232.

above described the cutter or boring tool moves bodily with the said cylinder H2.

In the cylinder H2 is mounted to reciprocate a piston H3, having its piston rod H4, extending rearwardly and connected with a cross head H, mounted to slide in suitable guideways H, held on the machine frame, and the said cross head H5 is connected bly a pit-inan H7, With a crank shaft HS, journaled in suitable bearings on the frame of the machine. A

The crank shaft H8 is driven from a motor G, preferably of the electric type, and for this purpose the crank shaft HS and the motor shaft Gr are connected with each other by a train of gear wheels K, so that when the electric motor G is running, lthe train of gear Wheels K imparts a rotary motion to the crank shaft HS,Which by the pitman H7, the cross head H5 imparts a continuous reciprocating mot-ion to the pist-on H in the slidable cylinder H2.

The device for controlling the admission of the explosive mixture for the internal is arranged as folis bolted or otherwise secured to the rear head HJ of the c vl: inder H2, andthe inner end of this intake pipe L is normally closed by a springpressed valve L. In the intake pipe L is mounted to slide the head L2 of the supply pipe L3, connected by a coupling L* with a short pipe L5, attached .to a valve L connected with a tank L7, containing gasolene or a like fluid. The tank LT is provided with a suitable filling valve L8, for lilling the tank L7 with the desired amount of gasolene. Compressed air tank L by the use. of an air pump ated by an eccentric N from a longitudinally-extending shaft O, journaled in suitable bearings on the frame of the machine, and the shaft is rotated from the electric motor Gr, and for this purpose the rear end of the shaft is provided with a worm Wheel O', in mesh-with a worm (f)2 secured on a transverse sha-ft 03, carrying a gear wheel O4, in mesh with one. of the gear wh'eel-s of the train of gear whcels'K above mentioned, and connecting the motor shaft if of the motor G with the crank shaft H of the internal combustion engine H. Now when the motor G is running, a rotary motion is transmitted to the shaft U by the combustion engine H and they piston rod Ht,

is forced into thev N, actutank L7. The cylinder of the air pump N is provided with an inlet valve N2 and`a discharge pipe N 7 connected with the tank L7, and in the saidjdischarge pipe N2 is arranged the spring-pressed check valve N 4 and the relief valve N as shown in detail in Fig. 4. The springs N, N7 for the valves N 4, N serve to normally hold the same to their seats, and the tension of the said springs can be adjusted by nuts N2, N 2,' as shown in Fig. 4f. The spring N7 is somewhat heavier than the springI N, so that the valve N .remains closed while the pump N is working and pumping air into the tank L7, butl when the pressure in the tank L7 exceeds normal pressure then the valve N5 opens to relieve the tank of any excess of pressure. Now the air tank L7 exerts a pressure on the gasolene contained therein, to force the gasolene through the supply pipe L3 into the intake pipe L,- the Said supply pipe L3 being however held periodically closed by a' valve P, which when opened allows the gasolene to pass out 'of the pipe L3 and over the valve P, to be sprayed in the intakepipe L.

The valve "P is located at the inner end of the pipe L3 -at thev headfL2, and its stem lP extends rearwardly and through a suitable stuiling box L arranged on the pipe L2, as shown in Fig. 3. The valve stem l connects with a lever P2, fulcrumed at P3 on the frame of the carriage, the free end of the lever P2 normally resting against a stop P. -A spring P5 holds the lever P2 normally against-the stop P2, and the said lever P2 receives a periodical swinging motion in a forward direction by a lever P, fulcrumed on the cross head H5 of the internal 'combustion engine H. A spring P7 presses one end of the lever P, while the other end thereof is provided with a set screw P2 abutting against the cross head H5, and serving to adjust'the lever P relative to the free end of lever P2. When the piston H2 is at theend of its rearward stroke, then the lever P is in engagement with the free end of the-lever P2, and when the piston l-l3 moves forward then the lever P`i1nparts a swinging motion to the lever P2, whereby the valve P is opened, and consequently the asolene in the supply pipe L2 can `'pass ignto the intake pipe L, and by way of the valve L int'ogthe `rear en d of thel cylinderA H2. Atl the-same time air is. drawn into thecyl-inder H2 byxway ofthe intakepipe and to vmix with r,the sprayedgasolene at the entrance to the cylinder As the cross head H5 advances, 'the lever P6 finally disengages the lever P2, to' allow the spring P5 valve P.

L, which isopen at the outer e1v1d,'it y beingunderstood `that thehead L2 is cut outon the sidesto allowV ,the air to pass the head to swing the lever P2 back to its normal position of rest, and in doing so to close ythe Thus the admission of gasolene into the cylinder H2 is cut oif. N ow by adjusting the set screw P2 on the lever P, the contactof the lever P with the lever P2 during the forward stroke of the cross head H can be regulated, so as to keep the valve P open for a longer or a shorter time. On the return stroke of the cross head H, the lever P readily passes over the free end of thelever P2, as the said lever P is yieldingly mounted.

The rear and front ends of the cylinder H2 are connected with each other by valves Q, Q and a pipe Q2 connecting the valves Q-and Q with each other. The valve 'Q is arranged on the rear end of the cylinder H2 and opens outwardly, while the valve Q is arranged on the forward end of the cylinder H2 and opens inwardly, so that the gaseous lnixture passing into the rear end of the cylinder H2, as above explained, is forced by way of the valves Q, Q and theipipe Q2 into the forward end of the cylinder H2 at the time the said'cylinder H2 slides forward by the force ofl a previous explosion, as hereinafter more fully described.`

The' forward end of the cylinder H2 is provided with an exhaust chamber R having an exhaust pipe R for carrying off the exhaust gases. The connection of the exhaust Achamber R with the pipe .R is normally closed by a valve S, havlug its stem S ex tending through a piston S2` held in a cylinder R9 formed on the exhaust chamber R. The outer end ofthe stem S extends through a guide S3 xedon the frame,- and a sprin St is coiled on the stem AS and is attache at one end to the exhaust chamber R and at the other end to a collar on the 'stem S', sov as to hold the valve S normally on its seat. The terminal of the valve stem S. is provided with adjpstable nuts S adapted to abut against the guide'S2' at the time the cylinder H2. reaches the forward end of its stroke, so that the valve S is moved into an open position, and consequently the 'products of combustion in the forward end of the cylinder H2 can pass by way of the exhaust'chamber lt into the exhaust pipe R. y

The explosive mixture passing from the rear end of the 'cylinder H2 to the front end thereof, is lcoml ressed during lthe forward travelof the plston Hsin thevcylinderl H2, at the time. the cylinder H2 is held lockedv in a rearmost position, and when the vpiston H3 is at the end of itsforward stroke and the crank shaft H8 stands in 'a deadcenter position, then this compressedexplosive mixture in the forv'vardy end' of the cylinder H2 is ignited by a suitable ioniting device T, and the force of the resultant explosion now forces the unlocked cylinder H2 in a for- 'ward direction; to cause the cutter to strike the face of the tunnel. During this forward movement of the cylinder H2 the piston H2 is practically stationary, and when the cylinder H2 nears the end of its forward stroke, then the exhaust valve S is drawn open so that the products of combustion are exhausted from the forward end of the cylinder H2. 1t will also be noticed that during this forwardmovement of the cylinder H2, the gaseous mixture previously drawn into the rear end of the cylinder H2 is forced through the valve Q into the pipe Q2, and finally passes by way of the valve Q into the forward end of the cylinder H2, the springs of the valves ,and Q holding the same closed until the 'products of combastion have been exhausted from the forward end of the cylinder H2., so that the incoming' gaseous mixture lls the forward end of the cylinder H2.

AS the motor G isy running continually,v it is evident-,that the piston H3 in moving on its rearward -stroke draws the cylinder H2 l along until the latter is in its rearmost posi- V'LOJJ, und then the-.cylinder H2 is locked temporarily against movement, while the piston H2 nuives .at the forward or compression Stroke, to @impress the gaseous mixture in the forward end of the cylinder H2F The above-described operation is thenrepeated, that is, another explosion takes place in the forward end of the cylinder H2 et the time the crank shaft- Hs is in a dead center position, and consequently the cylinderis again forced forward, to cause the cutter to deliVei ii-Other blow.

The device for temporarily locking and unlocking the cylinder H2 when in its rearxnost position is ,arranged as follows: A locking lever U is fulerumed at U on the guideway J in which slides the cylinder H2, and the said locking lever U is adapted to engage a notch U2 in one side of the cylinder H2, and the lever U is pressed on by a spring U2 to swing the locking lever U into engagement with the said notch U2 on the rearward stroke of the piston H3 and the cylinder H2. The locking lever U is provided with an ,ax-'ni U* adapted to be engaged by the head U5 of'a U", to hold the locking lever U normally in locking position. T he rod U6 is engaged by a lever U7 fulcrumed on the frame of the carriage, and the said lever is pressed on by a spring U2, to move the rod Uf forwardly into engagement with the arm U-4 of the locking lever U and'to hold the locking lever U in locking position. y

The lever U7 extends into the path of a pin U, on the cross head 5H of the internal combustion engine, so that when the said cross head H about reaches the end of its foi-ward stroke, the pin U f engages. and imparts a swinging motion ,to the lever U7, whereby the rod U is drawn rearward and the head'Uf moves out of engagement with the arm U2. This takes place immediately previous to actuating the igniting'device T, and as the cylinder H2 is now unlocked it is free to Vmove 4forward by the force of the explosion within the cylinder H2, as above explained. 4It is understood that the locking lever U after being unlocked by the head U5, moves readily out of the notch U2, on the forward motion of the cylinder H2. Vhen the cylinder H2 and the piston H3 return together, as previously stated,the locking lever U rengages the notch U2 by the action of the spring U 2, and the head U5 slides back under the arm U* by the action of the spring US and after the pin UIJ has left the lever UT on the return stroke of the cross head H2.

The electric igniting device T is preferably of the make and break type, and is actuated by a rod T held on the" rod U, so that' the iguitiug of the explosive mixture in the forward end of the cylinder H2 takes place immediately Vafter the cylinder H2 is unlocked. As the igniting device T may bc of any approved construction, it is not deemed necessary to show or describe the same in detail.

The operation is as follows: When the several parts are in the positionas shown in Figs. 1 and 2, and the electric motor Gr is running, then `the crank shaft H2 turns in the direction of the' arrow a. so that thc piston H3 of the internal combustion engine H travels forward in the cylinder H2, now locked by the locking lever U in a rearmost position. Anexplosive charge is drawn into the rear end of the cylinder H2, while the advancing piston H3 compresses the charge in the front end of the cylinder H2, and when the crank of the crank shaft H8 reaches a forward dead center position, then the cylinder H2 is unlocked and the igniting device T is actuated, so. that the explosive charge in the cylinder H2 is ignited and the force of the resultant explosion now drives the cylinder H2 forward` and with it the shaft B of the cutter, whereby the latter strikes or delivers a blow on the face of the material to be cut into fragments. As the crank shaft lH2 keeps on turning, in the direction of the arrow a', it moves out of the forward dead center position and in doing so causes the piston H3 to travel rearwardly, and as the piston H3 is near the rear cylinder head H9 with a gas cushion vbetween them, it is evident that the cylinder H2 is carried along, that is, is drawn back and with it the cutter. and the piston H2 reach the end of their rearmost stroke, the c linder H2' is again locked in place by the ocking lever U, and the piston H2 now begins its next forward stroke and the above-described operation is repeated. W'hen starting the bore of a tunnel alonga slope or the like, it is desirable When the cylinder H2y iso qso

to strike but light blows with the cutter, and for this purpose the internal combustion engine H is not run as a combustion engine and hence n o gasolcne is used, and the tank L7 is not lilled with gasolene, but is charged with compressed lair supplied by the air pump N. The tank L7 is now'dlrectly connected with the rear end of the cylinder H2, and for this purpose the pipe i Ln is removed and the valve L is connected by a high pressure hose Z with a valve Z on the rear cylinder head H". The nutsS5 on the 'exhaust valve stem S are removed, so that the exhaust valve S remains in a closed position. One of the gear wheels in the train of gear whees-K is removed, and the piston H3 is temporarily locked in a rear-.

most position by the use of a dog Z2 (see Fig. l) temporarily bolted to the cross Vhead guidwayH and engaging the cross head H5.

l[he electric motor G is nowy started, and as'` this motor is disconnected -from the crank shaft Hs it is evident that the 4shaft H is not driven from the electricmotor G, but

the latter drives the shaft O so that the air; pump N is actuated and lills the tank L7 with compressed air. The'valves L, Z` are now opened to allow compressed air to pass from thes tank L" by way ofthe valves L",:Zv

and the hose Z into the rear end of the cylinder H and by way of the by-pass (the valves Q, Q and the ipe Q2) into the lfront end of the cylin er H2 to equalize the pressure on both sides of the piston H3,

held against forward movement by the lock. ing of the crosshead H b the `dog Z2., The

air pressure in the cylin er H2 cannot escape by way of the intake pipe. L- as the valve L is held in a closed position by the air pressure, and the latter cannot escape by Way of exhaust chamber R, as the exhaust valve S is heldin a closed position by the air pressure. In order vto allow the use of a high pressure in the tank L7, the springs N6, N 7 and the valves N, N5 are adjusted:correspondingly. After the cylinder H2 is charged with the desired pressure, the electric motor Gr is stopped, the l"valves L, Z are closed and the hose Z is removed, The dog Z2 is ,next removed and the re-y moved gear `wheel in the train of gear wheels K lis replaced, after which the electric motor G is started up to cause the cylinder H2 and the piston Hs to travel in unison with each other and with an `air cushion on either side of the piston'Ha, so' that the blows struck by the `cutter are light, as the cutter can readily rebound owin high pressure air cushion in thecyhnder H2. i When the en fne is used as before described, the lockmg device is thrown out of action in any suitable manner as for instance by releasing the sprin U3, Ua from the lever U and the lever respectively, and moving the rod Uf in such position that to the the block U5 will be outl of engagement with .directionof its axis and provided with means for carryinga tool, a' piston in the said cylinder, a motor connected with the said piston to reciprocate the same, and means for producing explosions in the forward end of the said cylinder at the time the' cylinder is at the end of its rearward stroke and the piston is at the front end of,

'the cylinder, to move the cylinder forward.

2. An internal combustion en 'ne, comprising a cylinder mounted for sli n ing movement 1n the direction of its axis, al 1ston in the c linder, .means disconnected om the cylin er for continuously reciprocating the piston, and means for produclng an explosion in -one end of the lcylinder and at they time the piston is atthis end. f l' l,

. 3. An internal ycombustion en e, comprising a cylinder mountedfor sli ingmgvement in the direction of its axis, 'a iston in the c linder, means disconnected om the cylin er for continuously recipro ;atingkr the piston, and means for `producing explosion in oneend of. the vcylinder and lat thel v l time the piston is at this end, and means operated by the piston for alternately locking.

and unlockingthe cylinder.

" 4. An internal combustion en 'ne, com-y prising a cylindermo'unte'd for sli ing movement 1n the directlon of its axis, a v iston. 1n v the c linder, means dlsconneeted I om-the `cylin er for vcontinuously reciprocating rthe piston, meansffor -producin an explosion in one endA of the cylinder an. at the time the' piston is at this` end, and means for tem.-Y porarily locking and, unlocking the cylinder.

5. An internal@A combustion engine, com prising. a cylinder mounted to s ide the direction of its axis, a piston yin the said cylinder, ya cross head connected [with thesaid piston, a shaft connected with the saidcross' v .,115

head, means for. continuously. rotatingthey shaft, means for'producin an explosion in,

one end of the cylinder at t e time the piston is at this end, vand locking'means controlled by the said cross head for tem orarily locking and unlocking the said ey 'nden u 6. An internal combustion engine, comprising a piston, a motorx for continuously reciprocating the which the piston 1s movable, said cylinder being mounted to slide in the direction ofits axis', and `to .move independently of the movement of the piston, a valved connection between the ends of the cylinder for the assage of the gaseous charge, means for de-l iivering the charge to one end of the cylin- `izo piston, a cylinder within '1 prising acylinder, take tube open i and connected at'the :other end with the said cylinder, a supply pipev connected with a der, means atith'eother end for carrying oif burned gases, and means for ignitin inder being'movable in one ldirection by the explosion and in the opposite direction, by'

the piston. Y I

An internal combustion engine, coma piston therein, -an inat one endl to the atmosphere source of fuel supply and having a head exsaid valve from a reciprocating lever. Y

' 8. An internal combustion engine, comprising 'a cylinder, a plsto'ntherein, an intake tube open at one end to the atmosphere and connected at the other endwith the said. cylinder, Y source of fuel suppl a supply pipe connected with a land havingv a head exintake tube, portions of tending'into the sai the head being cut out to form passages to the atmosphere, a valve for closing the said v supply pipe, a mechanism foractuating the thecharge in this end of the cylinder, sai cylthe piston 1s movable,

the said reciprocating part `ciprocating the piston,

' `normally freely and set forth.

" said valvey from a reciprocating part ofthe engine, the said mechanism inc ing an actuating lever connected with the stem of the said valve, a sprin -pressed trip lever fulcrumed on the sai reclprocating part and adapted to engage the said actuating lever,

l and means 'for adjusting the said trip lever relative-to the said actuating lever.

9. An internal combusion engine comprising a piston, a motor rocatingthe piston,-v a cylinder Within which mounted to slide independently of the movef ment of the piston, means for introducing a charge into one end ofthe cylinder, means. for igniting the same whereby the explosion will move the cylinder in one direction, the.

piston moving 1t inthe opposite direction.

10. An' internal combustion engine', com- -prising a piston, means for continuously ref y a cylinder in which the piston reciprocates,

with respect to the piston, for the purpose In testimony Lwhereof Iihavevsigned my nameto thisffspecification in the presence of two subscribingwitnesses.

LOUISv VFRANKLIN SLEADE.

Witnesses:

J M. Bonuses, J. PRIEST.

for continuously rec1p' said cylinder being y said cylinder being. independently movable 

